Air-brake



(No Model.)

P. LANSBBRG.

' AIR' BRAKE.

Patented Nov; 19, 1889.

UNITED STATES PATENT OFFICE.

FRANK LANSBERG, OF S". LOUIS, MISSOURI, ASSIGNOR TO rlHE LANSBERG BRAKE COMPANY, OE EAST ST. LOUIS, ILLINOIS.

Al R-BRAKE.

SPECIFICATION forming part of Letters Patent No. 415,514, dated November 19, 1889.

I Application filed March l, 1889. Serial No. 301,623. (No model.)

T all who/1t it may concern:

Be it known that I, FRANK LANSBERG, of the city of St. Louis, in thc Stat-e of Missouri, have invented a certain new and useful Improvemcut in Airrakes, of which the followingis a full, clear, and exact description, reference being` had to the accompanying drawings, forming part of this specification, and in whichro Figure I is a section illustrative of my improvement. Fig. II is a section taken on line II II, Fig. I. Fig. III is a transverse section taken on line III III, Fig. I; and Fig. IV is a transverse section taken on line IV IV,Fig. I. My invention relates to an improvement in air-brakes for railway-cars; and my invention consists in features of novelty hereinafter fully described, and pointed out in the claims.

Referring to the drawings, l represents a 2c port, with which the train-pipe A communicates. This port leads. into a chamber 2, in u hich is located a piston-valve 3, secured to a vertically-movable stem a, which passes through the housing 5, and upon which is secured a double-seated valve (i, located in a chamber '7, that communicates wit-h a brakecylinder pipe C. i

S represents a port forming communication between the chambers 2 and 7, and in which 3o is located a checl -valve 9. A pipe I; leads from the port S to the usual receiver.

The normal position of the valves 3 and 6 is shown in Fig. II, where they are held by means of a spring 10, located between the 3 5 upper end of the valve G and a disk 1l on a threaded stem 12, which passes through the housing, and may be provided with a jamnut 13. By moving' the disk 11 up or down by turning its stem the tension of the spring 10 may be increased or diminished, as desired. The valve G has a seat 14 at top and a seat I5 at bottom.

I6 represents au exhaust-port in the seat I 5.

The-operation is as follows: The air passes 4 5 from the train-pipe through the port 1 into the chamber 2, and, owing to its pressure in excess of that of the spring lO, lifts the valves 3 and 0 and passes out through the port S into the pipe leading to the receiver, and filling, of course, at the same time the chamber above the valve G, with which the port S also communicates, as shown in Fig. I. It will be seen that the area of the valve 3 exceeds that of the valve 6, so that the pressure in the chamber of the valve combined with that of the spring 10, is not enough to force the valves downward and close the port 8, leadingfrom the chamber 2, until the pressure in the train-pipe is relieved or exhausted. When this takes place, the check-valve 9 will close, 6o and the combined pressure of the air and spring 10 on the upper face of the valve G will force the valves 6 and 3 from the position shown in Fig. I to the position shown in Fig. II, thus closing communication between the chamber 2 and port S and forming a communication between the port S and the Chamber 7, which communicates, as stated, with the brake cylinder. The moving of the valve 6 downward also closes the exhaust- 7o ports 1G. A communication is now formed between the receiver and the brake-cylinder, and this communication is maintained until the pressure in the train-pipe, becoming in excess of that of the receiver when it opens, opens communication between the chamber 2 and the port S again by lifting the valve 3, and the operation of the parts described is repeated. In this manner the action of the parts is entirely automatic, and, owing to 8o their construction and the manner of their operation, are not liable to get out of order.

I claim as my invention- 1. The combination, with a train-pipe, a receiver-pipe, and a brake-cylinder pipe, of two chambers in communication with the train-pipeand the brake-cylinder pipe, respectively, a port forming communication between said chambers and the receiver-pipe, an automatic check-valve in said port., a pis- 9o ton and puppet valve connected together, lo cated in the chamber of the train-pipe and brake-cylinder pipe, respectively, a Valve-seat above said puppet-valve, and a spring for forcing said puppet-valve from said seat, substantially as set forth.

2. The combination of a train-pipe, a receiver-pipe, and a brake-cylinder pipe, a chamber in communication with the trainpipe, a chamber in communication with the roo brake-cylinder pipe, a port forming communication between said chambers and the receiver-pipe, and valves located in said chambers and secured to a stein common to both, the valve of the chamber of the brake-cylinder pipe being a double puppet-valve having` a seat above and below, with exhaust-ports leading through the said seat below, substantially as and for the purpose set forth.

3. The combination, with the train, brakecylinder, and receiver pipes, a duct connecting all of said pipes, and a valve in said duct between the train and receiver pipes, of J[he valve-stem 4, valves 3 6 on said stein, a spring bearing upon one of said valves, a disk capping said spring and having the screwthreaded stem.y l2, whereby the inertia of said spring may be increased, and the jamnut 13 on said stem 12, substantially as set forth.

Ll. Thev combination, with the train-pipe, brake-cylinder pipe, and receiver-pipe, of

the housing 5, cutting off communication between said train and brake-cylinder pipes, the duct 8, connecting said train, brake-cylinder, and receiver pipes, an automatic check# valve in said duct between the receiver and train pipes, and adapted to be opened by pressure from the train-pipe, a valve-stem passing-through housing 5, the valves 3 G of diferent areas on said stein, the valve 6 being a double-faced valve, the valve-seat 14;, upon which one face of valve 6 seat-s when moved in one direction, the valve-seat l5 on the housing 5, having exhaust-ports adapted to be closed by the other face of valve G when moved in the opposite direction, and the valve 3 being a piston-valve, substantially as set forth.

FRANK LANSBERG.

In presence of'- EDw. S. KNIGHT, THOMAS KNIGHT. 

